DOCSLIB.ORG

Tri-Statetiigh Speedrailstudy (%Icaqo

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Tri-Statetiigh Speedrailstudy (%Icaqo Tri-Statetiigh SpeedRail Study (%icaqob - Milwaukee - Twin Cities Corridor TMS/Benesch High Speed Rail Consultants Transportation Management Systems, hc. Alfred Benesch & Company TRI-STATESTUDY OF HIGH SPEED RAIL SERVICE PREPARED FOR ILLINOIS,MNNESOTA AND WISCONSIN DEPARTMENTS OF TRANSPORTATION BY TMS/BENESCH TRI-STATEH.IGHSPEm RAIL CONSULTANTS MAY 1991 ACKNOWLEDGMENTS The Tri-State Study of High Speed Rail Service was prepared for: Illinois Department of Transportation Bureau of Railroads Office of Planning & Programming 2300 South Dirksen ParImvay Springfield, Illinois 62764 Minnesota Department of Transportation Office of Railroads & Waterways Program Management Division 395 John Ireland Boulevard St. Paul, Minnesota 55155 Wisconsin Department of Transportation Policy Analysis & Information Section Division of Planning& Budget 4802 Sheboygan Avenue, P.O. Box 7913 Madison, Wisconsin 53707-7913 The Consultant Team was conducted by: TMS/Benesch Tri-State High Speed Rail Consultants an association of Transportation Management Systems, Inc. 11317 Beach Mill Road Great Falls, Virginia 22066 and Alfred Benesch & Company 233 North Michigan Avenue Chicago, Illinois 60601 with support provided by James Powell, Gordon Danby, and Barbara Crosser Associates. This report is intended to assist the Illinois, Minnesota and Wisconsin Departments of Transportation in determin.ing the future of high speed rail passenger service in the Tri-State Corridor. The findings contained herein are the sole responsibility of the Consultant Team. I TABLE OF CONTENTS 1 moDucTION The Study Area -1 Purpose and Objectives of the Study -3 Study Reports -4 2 RAIL TECHNOLOGY Characteristics of the High Speed Technology 2-1 Characteristics of the Very High Speed Technology 2-2 Characteristics of the Super Speed Technology 2-3 Technologies Selected for Study Analysis 2-3 High Speed Technology Option 2-4 Very High Speed Technology Option 2-4 Super Speed Technology Option 2-5 Technology Issues 2-5 3 ROUTES Routes Selected for Analysis 3-3 Comparative Evaluation of Routes 3-6 Comparative Evaluation of Environmental Constraints 3-6 Comparative Engineering Evaluation 3-7 Recommended Routes 3-8 Route #1: Existing Amtrak Route 3-8 Route #4: South Route Modified 3-1o Route #7: North Route Modified 3-1o 4 RH)ERSHIP Zone System 4-1 Data Base 4-2 Network Data 4-2 Socioeconomic Data 4-2 Origin-Destination Data 4-3 Development of Values of Time and Values of Frequency 4-4 Attitudinal Survey 4-4 Results of the Trade-Off Analysis 4-7 TMWBENESCH xi Basic Structure of the COMPASS(C)Model 4-9 Total Demand Model 4-1o The Socioeconomic Variables 4-1o Generalized Cost 4-11 Calibration of the Total Demand Model 4-11 Zone System for Calibration 4-12 Calibration Results for the Total Demand Model 4-12 Modal Split Model 4-12 Form of the Modal Split Model 4-13 Combined Mode Generalized Cost 4-15 Ratio Model versus Difference Model 4-15 Calibration Results for Public versus Private Auto 4-16 Calibration Results for Surface versus Air 4-16 Calibration Results for Rail versus Bus 4-17 Conclusions 4-18 Model Verification 4-18 Forecasting Process 4-18 Economic Scenarios 4-18 Transportation Strategies 4-20 Other Mode “Action” Cases 4-21 Forecast Results 4-22 Model Variations 4-24 Half VOT/VOF Analysis 4-24 Logsum Model 4-26 Super Speed/Low Speed Modal Split Model 4-29 Results of the Model Variations 4-30 5 SYSTEM OPERATIONS Train Running Times and Timetables 5-1 Timetable Development Criteria 5-3 Development of Timetables 5-5 Train Running Time Results 5-7 Fleet Requirements 5-9 Train Consist Size 5-1o Freight Train Interference 5-11 6 REVENUES AND COSTS Revenues 6-1 Operating and Maintenance Costs 6-2 Operating and Maintenance Unit Costs 6-2 Annual Operating and Maintenance Costs 6-4 TMWBENESCHxii Infrastructure Costs 6-5 Infrastructure Unit Costs 6-5 Infrastructure and Total Capital Cost Estimates 6-7 7 FINANCIALAND ECONOMIC ANALYSIS Financial Analysis 7-1 Financial Model 7-2 Discount Rate 7-2 Interest Rates for Municipal Bonds 7-2 Interest Rates for Private Loans 7-3 Measures of Financial Performance 7-3 Other Financial Assumptions 7-4 Results of the Financial Analysis 7-5 Sensitivity Analysis 7-6 Financial Analysis Conclusions 7-8 Economic Analysis 7-8 User Benefits 7-9 Community Benefits 7-12 Results of the Economic Analysis 7-14 Conclusions 7-16 8 SUMMARY Findings 8-1 Conclusions 8-2 Recommendations 8-3 TMS/BENESCH xiii CHAPTER 1 I.NTRODucTION In recent years, the potential for the development of high speed rail corridors has become an increasingly important element of long-range transportation plans in North America for intercity and interregional travel. The continued growth in the demand for intercity travel, coupled with the increasing congestion and costs associated with traditional forms of intercity travel (air and auto), has resulted in a search for new ways to provide fast and effective travel between urban areas. High speed rail is not expected to replace air and auto travel, but rather to complement these modes by providing a preferred alternative for trips between 150 and 400 miles in length. High speed rail transportation is generally considered the logical choice of travel mode for the “gap” between the most comfortable, convenient trip lengths for auto travel (0-150 miles) and air travel (400-2000+ miles). If the volume of trips between 150 and 400 miles in length continues to expand rapidly (possibly doubling or tripling) over the next twenty to thirty years, regional travel will replace urban/suburban travel as the fastest growing travel market and there will be an ever increasing need for a more effective interregional transportation system. Because intercity and interregional travelers are more interested in “door-to-door” journey times than a train’s maximum speed, minimum access, terminal and interchange times and maximum frequency (convenience) and reliability are the critical elements affecting their decision as to which travel mode to choose. High speed rail systems successfully meet these criteria for trips under 400 miles and, thus, appear to present an effective transportation option. Where high speed rail systems have been implemented elsewhere in the world (specifically in Europe ancl Japan), they are well used and highly regarded by the general populace. What needs to be understood is whether high speed rail can prove as useful in a North American context and, if so, what type of financial and institutional supports would be needed for its successful implementation. The Tri-State Study of High Speed Rail Service has set out to answer these questions for the corridor between Chicago, Milwaukee and Minneapolis-St. Paul. The study is the direct result of the realization by the Minnesota, Wisconsin and Illinois Departments of Transportation that high speed rail could considerably improve regional accessibility in eastern Minnesota, the entire state of Wisconsin, and northern Illinois. To that end, a Tri-State “Memorandum of Understanding” was established in 1990 for evaluating the potential for high speed rail in this corridor, and the Consultant Team of Transportation Management Systems, Inc./Alfred Benesch & Comp~y (TMS/Benesch) was retained in June 1990 to carry out a pre-feasibility study. As shown in Exhibit 1.1, the study area encompassed a Southern Corridor which included Madison, La Crosse and Rochester and a Northern Corridor which included Green Bay-Appleton, Wausau and Eau Claire. TMs/BENEscH 1-1 Exhibit 1.1 population of Corridor Communities and ConutiatioM (1989) Northern Corridor Twin Cities 2,300,000 Wauaau GreenBay-Appleton 31O,OOO Milwaukee Southern Corridor 1,600,000 i W9 Chicago 7,300,000 L Both corridors link Chicago, which has a population of nearly 8.0 -on and is North America’s major transportation hub, with the nearby city of Milwaukee (less than 100 miles away), which has a population of 1.6 million. These metropolitan areas clearly have a strong affinity with each other while maintaining their independence ~d distinctive ch=cti. Minneapolis-St. Paui, 300 miles from Milwaukee and with a population of 2.3 Won, smds sumounded on three sides by the emptiness of the Great Plains to the west, C* to the nom, and Lake Superior and Lake Michigan to the north and east. As a result, its population shows a strong desire for a viable physical linkage with Chicago which sewes as its “gateway” to the rest of the U.S. Along the Southern Corridor lie the smaller cities of Madison, Wisconsin (population of 350,000), b Crosse, Wisconsin (population of 100,000) ~d Rochester, Minnesota (population of 100,000). While Madison, the capital of Wisconsin, hu s~ng comections with Milwaukee, approximately 100 miles to the east, La Crosse md Rmh=~ look to Minneapolis-St. Paul for many services and urban facilities. Madison, as a mpiti city, md Roches~, as the home of the Mayo Clinic, have an “attractiveness” and sigtifi~= u ~vel destitions that cannot be accounted for by their population size. In the Northern Corridor, the key population centers are Green Bay-Appleton (population of 310,000), Wausau (pOption of 120,000), md Eau CIaire (population of 80,000). These cities look to Milwaukee, ChicWO ad Minnqlis-St. Paul for specific sewirn and urban facilities. TMW13ENESCH1-2 Overall, the Tri-State Corridor is characterized by three distinctive relationships: ● The almost intra-urban Chicago-Milwaukee relationship. Q The more typical intercity or interregional relationship of Minneapolis-St. Paul with Chicago and Milwaukee. ● The relationship of the smaller urban areas with the nearest large city (Chicago, Milwaukee or Minneapolis-St. Paul). In the case of Madison and Rochester, however, the typical small city/large city relationship is “surpassed” by their special roles as educational, political and medical care centers. In conclusion, the demand for intercity or interregional travel in the Tri-State Corridor is somewhat different from other proposed high speed rail corridors in North America, as the corridor has a number of unique relationships and, thus, a higher than typical level of demand for intercity and interregional travel.
Load more

Recommended publications
  • Pioneering the Application of High Speed Rail Express Trainsets in the United States
    Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 136763_Cover.indd 1 3/22/13 7:38 AM 136763_Cover.indd 1 3/22/13 7:38 AM Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 First Printing 2013 Copyright © 2013, Parsons Brinckerhoff Group Inc. All rights reserved. No part of this work may be reproduced or used in any form or by any means—graphic, electronic, mechanical (including photocopying), recording, taping, or information or retrieval systems—without permission of the pub- lisher. Published by: Parsons Brinckerhoff Group Inc. One Penn Plaza New York, New York 10119 Graphics Database: V212 CONTENTS FOREWORD XV PREFACE XVII PART 1: INTRODUCTION 1 CHAPTER 1 INTRODUCTION TO THE RESEARCH 3 1.1 Unprecedented Support for High Speed Rail in the U.S. ....................3 1.2 Pioneering the Application of High Speed Rail Express Trainsets in the U.S. .....4 1.3 Research Objectives . 6 1.4 William Barclay Parsons Fellowship Participants ...........................6 1.5 Host Manufacturers and Operators......................................7 1.6 A Snapshot in Time .................................................10 CHAPTER 2 HOST MANUFACTURERS AND OPERATORS, THEIR PRODUCTS AND SERVICES 11 2.1 Overview . 11 2.2 Introduction to Host HSR Manufacturers . 11 2.3 Introduction to Host HSR Operators and Regulatory Agencies .
    [Show full text]
  • Case of High-Speed Ground Transportation Systems
    MANAGING PROJECTS WITH STRONG TECHNOLOGICAL RUPTURE Case of High-Speed Ground Transportation Systems THESIS N° 2568 (2002) PRESENTED AT THE CIVIL ENGINEERING DEPARTMENT SWISS FEDERAL INSTITUTE OF TECHNOLOGY - LAUSANNE BY GUILLAUME DE TILIÈRE Civil Engineer, EPFL French nationality Approved by the proposition of the jury: Prof. F.L. Perret, thesis director Prof. M. Hirt, jury director Prof. D. Foray Prof. J.Ph. Deschamps Prof. M. Finger Prof. M. Bassand Lausanne, EPFL 2002 MANAGING PROJECTS WITH STRONG TECHNOLOGICAL RUPTURE Case of High-Speed Ground Transportation Systems THÈSE N° 2568 (2002) PRÉSENTÉE AU DÉPARTEMENT DE GÉNIE CIVIL ÉCOLE POLYTECHNIQUE FÉDÉRALE DE LAUSANNE PAR GUILLAUME DE TILIÈRE Ingénieur Génie-Civil diplômé EPFL de nationalité française acceptée sur proposition du jury : Prof. F.L. Perret, directeur de thèse Prof. M. Hirt, rapporteur Prof. D. Foray, corapporteur Prof. J.Ph. Deschamps, corapporteur Prof. M. Finger, corapporteur Prof. M. Bassand, corapporteur Document approuvé lors de l’examen oral le 19.04.2002 Abstract 2 ACKNOWLEDGEMENTS I would like to extend my deep gratitude to Prof. Francis-Luc Perret, my Supervisory Committee Chairman, as well as to Prof. Dominique Foray for their enthusiasm, encouragements and guidance. I also express my gratitude to the members of my Committee, Prof. Jean-Philippe Deschamps, Prof. Mathias Finger, Prof. Michel Bassand and Prof. Manfred Hirt for their comments and remarks. They have contributed to making this multidisciplinary approach more pertinent. I would also like to extend my gratitude to our Research Institute, the LEM, the support of which has been very helpful. Concerning the exchange program at ITS -Berkeley (2000-2001), I would like to acknowledge the support of the Swiss National Science Foundation.
    [Show full text]
  • Bulletin D'informations
    Bulletin d’informations - décembre 2017 Gérard Passionné par les trains, Gérard aurait pu faire carrière au chemin de fer. Mais le hasard de la vie l’a conduit sur une autre voie. Appelé par sa profession à de fréquents déplacements, c’est le train qui avait sa faveur. Il connaissait tous les détails de son itinéraire, les correspondances, les tarifs. Au fil de ses voyages, il s’était constitué une collection de documents et de livres sur nos chemins de fer qu’il a poursuivi après sa retraite. En les feuilletant, on retrouve bon nombre de petites lignes aujourd’hui disparues. Pour nous, amis du rail, cela constitue une richesse inestimable. C’est une page de l’histoire de nos régions et de nos chemins de fer. Il en a fait don à notre association, ce qui va nous permettre de poursuivre nos recherches. Cette passion pour le chemin de fer, ce désir de faire revivre les petites lignes ont conduit Gérard à faire plus. C’est ainsi qu’il s’est beaucoup impliqué dans les associations de chemins de fer touristiques. On le retrouve en Sologne sur la ligne du Blanc – Argent, sur le train à vapeur de Touraine où avec son ami Léon Brunet il contribue activement à l’exploitation de la ligne. Mais malheureusement, l’aventure n’a pas eu de suite. C’est dommage, mais cela ne l’a pas découragé. C’est alors, toujours avec son ami Léon, qu’il part pour la Sarthe sur la TRANSVAP. Cette association s’est constituée pour faire revivre le chemin de fer de Mamers à Saint-Calais sur une portion de 17 km entre Connérré et Bonnétable.
    [Show full text]
  • DOT/FRA/ORD-09/07 April 2009
    DRAFT DOT/FRA/ORD-09/07 April 2009 Form Approved REPORT DOCUMENTATION PAGE OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503. 1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 3. REPORT TYPE AND DATES COVERED April 2009 Final Report April 2009 4. TITLE AND SUBTITLE 5. FUNDING NUMBERS The Aerodynamic Effects of Passing Trains to Surrounding Objects and People BB049/RR93 6. AUTHOR(S) Harvey Shui-Hong Lee 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION REPORT NUMBER U.S. Department of Transportation Research and Special Programs Administration DOT-VNTSC-FRA-04-05 John A. Volpe National Transportation Systems Center Cambridge, MA 02142-1093 9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSORING/MONITORING AGENCY REPORT NUMBER U.S. Department of Transportation Federal Railroad Administration DOT/FRA/ORD/09-07 Office of Research and Development 1200 New Jersey Ave., SE Washington, D.C. 20590 11. SUPPLEMENTARY NOTES 12a. DISTRIBUTION/AVAILABILITY STATEMENT 12b. DISTRIBUTION CODE This document is available to the public through the National Technical Information Service, Springfield, Virginia 22161.
    [Show full text]
  • La Genèse Du TGV Sud-Est
    La genèse du TGV Sud-Est Innovation et adaptation à la concurrence Jean-Michel Fourniau ES présentations de la genèse du TGV Sud-Est par les associe chaque fonction des différents modes à des segments de dirigeants de la SNCF, et plus généralement dans la clientèles potentielles, que la concurrence entre les modes pour presse ferroviaire, tendent à rationaliser a posteriori améliorer leur qualité de service leur permet de capter. Chaque L son émergence, qu'elles insistent tantôt sur les mode doit adapter son offre à des objectifs de croissance de trafic contraintes techniques qu'il permit de lever, tantôt sur les objec­ autant que possible différenciés en segments de clientèle rentable. tifs de politique générale de l'entreprise auxquels il contribua. A Cette conception concurrentielle du marché des transports, par­ suivre ces présentations, la décision du TGV Paris-Sud-Est serait ticulièrement explicite à partir du VIe Plan, joue essentiellement l'aboutissement nécessaire du cheminement linéaire vers l'opti­ dans la zone des distances moyennes, zone de meilleure rentabi­ mum, d'une rationalité technique et économique1. Le processus lité pour la SNCF (son trafic rapide-express de voyageurs) et d'innovation s'y trouve réduit à un enchaînement logique de zone où l'aérotrain pouvait la concurrencer. choix d'évidence, le résultat, en quelque sorte, de la nature des Dans ce nouvel espace de la concurrence, la « nature des choses. choses » cessait de « pousser toujours dans le même sens ». La Cependant, la période de genèse du TGV coïncide étroite­ place du chemin de fer en tant que réseau structurant le territoire ment avec le « tournant vers la commercialisation » du chemin comme le rôle de l'entreprise ferroviaire gestionnaire de missions de fer2.
    [Show full text]
  • Alstom - Site De Reichshoffen Septembre 2017 Bienvenue !
    *Concevoir la fluidité la *Concevoir Alstom - Site de Reichshoffen Septembre 2017 Bienvenue ! ALSTOM - 29/09/2017 – P 2 © ALSTOM 2015. All rights reserved. Information contained in this document is indicative only. No representation or warranty is given or should be relied on that it is complete or correct or will apply to any particular project. This will depend on the technical and commercial circumstances. It is provided without liability and is subject to change without notice. Reproduction, use or disclosure to third parties, without express written authority, is strictly prohibited. Contributeur majeur à l’évolution ferroviaire en France Premier automoteur ATER 1848 1968 1978 2004 2014 1767 1923 1975 1998 2009 Démarrage du programme TGV (dispositif crash) ALSTOM - 29/09/2017 – P 3 © ALSTOM 2015. All rights reserved. Information contained in this document is indicative only. No representation or warranty is given or should be relied on that it is complete or correct or will apply to any particular project. This will depend on the technical and commercial circumstances. It is provided without liability and is subject to change without notice. Reproduction, use or disclosure to third parties, without express written authority, is strictly prohibited. L’emploi Ingénieurs & Cadres Effectif : 820 personnes Techniciens 26 % Ouvriers 38 % 12% de femmes Effectif réparti par CSP Pyramide des âges 36 % • Age moyen = 41,3 ans ALSTOM - 29/09/2017 – P 4 © ALSTOM 2015. All rights reserved. Information contained in this document is indicative only. No representation or warranty is given or should be relied on that it is complete or correct or will apply to any particular project.
    [Show full text]
  • /. 3 Ing. P. Van Sloten
    "!! ... ' \ VII/76/74~· ~-----. Orig. : N INSTITUUT VOOR vJEGTRANSPORTl·IIDDEIEN TUO (INSTITUTE FOR ROAD VEHICLES 'l'NO) rapport n° : 03-2-10004 / modifié date juin 1974 ' 1 ,/ ~ La consommation d 1 énereie.~s moyens• de tr~nsport /' ,..,. "' Etude comparative ? Auteurs : Ir.., E.J. Tuininga; .:~ C\ j Ir. R.c. Rijkeboer Ing. P. van Sloten Vu Ir. P.D. vt)d.. Koogh /, /. 3 -2- VII/76/74-F Page Résumé 3 Conclusions 5 Introduction 17 A. Tran~port de personnes 21 1. Généralités 21 2. Transport urbain de personnes 25 3. Transport interurbain de persor~es 37 4. Effets des caractéristiques techniqtt.e.s des véhicules sur la consommation énergétique 44 :B. Transport de marchandises 50 1. Généralités 50 2. Facteurs importants 54 3. Consommation énergétique 59 c. l~ouveau:x: moyens de transport 71 1. Généralités 71 2. Transport urbain 72 3. Transport interurbain 76 D. Comparaison des diverses sources d'énergie 91 Annexe I Commentaires relatifs à l'étude sur modèle 94 Annexe II Composition du parc de camions 103 Annexe III Facteurs de conversion 109 Annexe IV Liste des tableaux llO Annexe V Liste des diag.razmGeS 112 Annexe VI Références 117 1. - 3 ·~ VII/76/74-F \ ' ', Résur.oé Ce rapport donne un aperçu de 1' énergie consommée par divers moyens de transport tels qu'ils sont actuellement utilisés pour le transport des personnes et des marchandises. Il aborde également de manière succincte la consommation d 1 énercie de quelques systèmes de transport nouveaux et futurs. Il panse, finalement, en revue les caractéristiques des divorces sources d'énergie qui sont ou ~eront utilisées par les moyens de trans­ port.
    [Show full text]
  • Signature Redacted Signature of Author
    -1- LATERAL DYNAMICS AND CONTROL OF RAIL VEHICLES by ROBERT LEE JEFFCOAT S.B., S.M., Mech. E., Massachusetts Institute of Technology (1972) SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF DOCTOR OF PHILOSOPHY at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY OCTOBER, 1974 Signature redacted Signature of Author . .. Department of Mechanical Engineering, Septelber 30, 1974 Signature redacted Certified by ........... Signature redacted Thesis Supervisor Accepted by .. Chairman, Department Committee on Graduate Students A RC 75 M1A 1 3 197 -2- LATERAL DYNAMICS AND CONTROL OF RAIL VEHICLES by Robert Lee Jeffcoat Submitted to the Department of Mechanical Engineering on September 30, 1974, in partial fulfillment of the requirements for the degree of Doctor of Philosophy. ABSTRACT An analytical investigation of the lateral dynamic behavior of two-truck railway vehicles using steel wheels and steel rails is described. Measures used to assess dynamic performance are maximum stable operating speed and, for a specified rail roughness input, power spectral density of lateral acceleration in the passenger -compartment (ride quality) and the RMS lateral tracking error. Static suspension performance is measured by the lateral tracking error produced by steady curving. Linear, lumped-parameter models are used to represent the carbody and trucks. Trucks are modelled as rigid in the plane of the rails. Two models for the carbody are employed: a rigid body with translational and yaw freedom and with a truck at each end, and a translational mass with no yaw freedom and a single truck. The latter model is simpler, and is shown to be a useful approximation to the former in predicting the influence of suspension parameters.
    [Show full text]
  • Les Différents Moyens De Freinage
    Dissiper l’énergie : les différents moyens de freinage Si les organes de commande ont bien évolué depuis l'invention de George Westinghouse, notamment pour les matériels urbains avec l'arrivée en force de l'électronique et de l'informatique, les moyens mis en œuvre pour dissiper l'énergie cinétique d'un train et le ralentir ou l'arrêter n’ont réellement fait de formidables progrès que relativement récemment. En effet, tandis que la commande du frein évoluait tout doucement (les freinistes sont toujours des gens prudents...) mais sûrement tout au long du 20ème siècle, la technologie de freinage n'a subi pratiquement aucune modification de 1900 au début des années 1960 : le frein à semelles - dit encore frein à sabots - en fonte régnait en maître incontesté, grâce à ses performances correctes en termes d'effort, mais surtout grâce à deux qualités importantes : une très bonne insensibilité à l'humidité du coefficient de frottement et un coût d'achat fort modeste. Cependant, les années 1960 marquent le début de la course à la vitesse, tandis que les véhicules s'alourdissent en intégrant de plus en plus d'éléments de confort (notamment la climatisation). Les semelles en fonte, avec leur coefficient de frottement très faible, nécessitaient la mise en œuvre d'efforts d'application inaccessibles avec les tailles de cylindres de frein et les amplifications utilisées. Par ailleurs, les énergies importantes qu'il allait alors falloir dissiper (+50% pour passer de 160 km/h à 200 km/h et +170% pour passer de 120 km/h à 200 km/h) rendaient impossible la seule sollicitation des roues, dont les caractéristiques métalliques auraient été gravement altérées (avec les conséquences que l'on imagine !).
    [Show full text]
  • Dot 10440 DS1.Pdf
    - ~-"~., I ~------------~~ / PB293 ·246 1111111111111111111111111111111111111 Report No. FRA/ORD-78/29 ENGINEERING DATA ON SELECTED HIGH SPEED PASSENGER TRUCKS Stephen M. Shapiro The Budd Company Technical Center 300 Commerce Drive Fort Washington PA 19034 . .. .. ...,' ").' .. .'~.", "";i:,' .'. :7 ( JULY 1978 FINAL REPORT DOCUMENT IS AVAILABLE TO THE U.S. PUBLIC THROUGH THE NATIONAL TECHNICAL INFORMATION SERVICE, SPRINGFIELD, VIRGINIA 22161 ---,, Prepared for U.S. DEPARTMENT OF TRANSPORTATION FEDERAL RAILROAD ADMINISTRATION Office of Research and Development ,..; Washington DC 20590 I I./,' ~ ___ k ,---'-~-- -... ~.- -_. -"~, REPRODUCED BY: N .' u.s. Oepartmenl of Commerce ij. ~ :~.: National Technicallnfonnation Service r : Springfield, Virginia 22161 J l.._ .. ... _. .--J NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Govern­ ment assumes no liability for its contents or use thereof. \., .'" II I II NOTICE The United States Government does not endorse pro­ ducts or manufacturers. Trade or manufacturers' names appear herein solely because they are con­ sidered essential to the object of this report. ~_...J Technical Report Documeptation Page '", 1. Reopon No. FRA/ORD-78/29 4. Tille and S.ub'llie 5. Repori DOle July 1978 I ENGINEERING DATA ON SELECTED 6. Pedorming Orgonl zofl on Code I' HIGH SPEED PASSENGER TRUCKS f-,::--~"""""------------------------_-_----l~B -,'""p'-e-r-'o-,m-,n-g-O""'-9-0-n'-'-0-',-on-==R-e-po-r-'7N:-o-,----, 7. Author' 5: Stephen M. Shapiro DOT-TSC-FRA-78-4 9. Pedormlng Orgonl zollon Nome and Address 10, Work Un,t No ITRAIS) The Budd Company * RR830/R83l9 Technical Center 11.
    [Show full text]
  • Le Train Des Magiciens
    P. 26-29 Lacôte 15/12/11 9:40 Page 26 LES TRENTE ANS DU TGV PAR FRANÇOIS LACÔTE (66) Le train des magiciens senior vice-président d’Alstom Transport Trente ans après sa première mise en service et quarante ans après les premières études, Deux expérimentations le TGV apparaît comme le fruit de réflexions et décisions parfaitement rationnelles La SNCF souhaitait expérimenter deux types et réfléchies, mais dont le caractère souvent de train à grande vitesse, via deux prototypes. Le premier, le TGV 001, pour l’exploration si novateur lui confère une apparence de la très grande vitesse sur ligne dédiée; d’objet magique. Rame articulée, évolution le second, le TGV 002 (qui fut remplacé par GRAND ANGLE sans révolution, partenariat réussi sont une automotrice transformée), devait être un train pendulaire, à inclinaison de caisse les ingrédients de la potion merveilleuse. dans les courbes. La rame articulée présentait Mais c’est d’abord une aventure humaine. des avantages certains de simplicité du dispositif d’inclinaison, chaque caisse étant supportée en deux points à une extrémité, et en un seul point central à l’autre extrémité, et de réduction REPÈRES du nombre de bogies. Une réflexion approfondie, véritable démarche visionnaire, débouche sur des remises en cause très profondes des «fondamentaux» du système bogie). Cette architecture présente l’avantage ferroviaire préexistant : infrastructure unique- énorme de la réduction du nombre de bogies, ment dédiée aux trains de voyageurs à grande à longueur équivalente de train, par rapport à vitesse ; abandon de la signalisation latérale traditionnelle et développement d’un système une architecture « classique », dans laquelle entièrement nouveau, délivrant les consignes de chaque caisse repose sur deux bogies.
    [Show full text]
  • What Is High Speed Rail?
    High Speed Rail in India - What, Why, When, Where & How? at Gujarat Technological University, Ahmedabad August 31, 2014 Gaurav Agarwal, Director, Railway Board Ministry of Railways, India [email protected] Why this discussion relevant here? Recent initiatives : 1. Indian Railways to set up four universities in India over five years: Railway Budget 2014-15 2. Fellowships in Universities for Railway-related Research– indianrailways.gov.in-- No. 2013 E(TRG)/30/6 dtd 07.08.2014 Outline Introduction to High Speed Rail Why High Speed Rail ? Key Issues and Challenges International scenario India : Options and path ahead Overview of Indian Railways Biggest railway network under a single employer 2 crore passengers & 4 MT freight /day 3-tiers, All assets indigenously, Research, Training and export Mission areas : Metro rail projects, High speed, Dedicated freight corridors, IT Commercial vs social ??? What is High Speed Rail ? What is High Speed Rail? As per UIC definition, Trains running at speed of 200 kmph on upgraded track and 250 kmph or faster on new track are called High Speed Trains. These services may require separate, dedicated tracks and "sealed” corridors in which grade crossings are eliminated through the construction of highway underpasses or overpasses. UIC- Union internationale des chemins de fer -199 members In the US (US Federal Railroad Administration), train having a speed 180KMPH. RECORDS IN TRIAL RUNS/ COMMERCIAL SERVICES 1963 - Japan - Shinkansen - 256 km/h (First country to develop HSR technology) 1965 - West Germany
    [Show full text]